Reciprocating rotary steam-engine



3 Sheets-Sheet l E. W. REEVES.

Patented Aug. 3,1897.

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REGIPROGATING ROTARY STEAM ENGINE.

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EEGIEEOGATING EOTIAEY STEAM ENGINE.

No. 587,402.A

4Patented Aug. 3, 1897.

3 Sheets-Shee1. 3.

(No Model.)

E. W. REEVES. REGIPROGATING ROTARY STEAM ENGINE.

Patented Aug. 3,1897.

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UNITED STATES PATENT OFFICE.

FREDERICK W. REEVES, OF ST. PAUL, MINNESOTA.

RECIPROCATING ROTARY STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent No. 587,402, dated August 3, 1897.

Application ned June 5,1896. Serial No. 594,424. (No model.)

To all whom, t may concern.-

Be it known that I, FREDERICK W. REEVES, a citizen of the United States, residing at the city of St. Paul, in the county of Ramsey and State of Minnesota, have made certain new and useful Improvements in Reciprocating Rotary Steam-Engines, of which the following is a specification.

This invention relates to reciprocating rotary steam-engines; and it consists in the construction, combination, and arrangement of parts, as hereinafter shown and described, and specifically pointed out in the claims.

In the drawings, Figure l is a semisectional side elevation. Fig. 2 is an 'end elevation, and Fig. 3 is a plan view, of the engine complete. Fig. 4 is an enlarged view of the binding-collar ot' the steam-chamber in cross-section on the line y y of Fig. 3. Figs. 5, 6, and 7 are views of one of the spherical studs by which connectionis made between the driving-wheel and the cylinder. Figs. 8, 9, 10, and 11 are views of one set of the clamps by which the arms are connected to the spherical studs on the inner rim of the drive-wheel. Fig. 12 is a longitudinal sectional side elevation of the engine. Fig. 13 is a cross-sectional view on the line .c .e of Fig. 12 with the steamchamber and valve removed. Fig. 111 is an enlarged longitudinal section of the steamcylinder and the steam-chamber and valve and its connection. Fig. 15 is an end view of the steam-chamber with the valve in place therein. Fig. 16 is a perspective view of the valve removed. Figs. 17 and 18 are perspective views of the governor-valve removed from the front and rear. Fig.'l9 is a perspective View of a portion of the governor-valveoperating rod. Fig. 20 is a cross-section of the steam-chamberand its connections on the line @c a; of Fig. 14. Fig. '21 is a front elevation similar to Fig. 13, illustrating a modication in the construction. Fig. 22 is a crosssection on the line w fw of Fig. 21;

A is the base, which will preferably be cast in one piece, with the bearings A2 A3 for the main shaft B and with a bearing'Al4 for the steam-chamber, the center lineof the steam- .chamber being oitset from the center line of the shaft B for a distance equal to one-half the stroke of the engine, the object to be hereinafter explained.

The steam-chamber is circular, asat D', and arranged to be revolved in the bearing A4 and held from end movement by an enlarged portion D2 on one end and by a collar D3 on the other end, the collar being firmly held in place upon the chamber by set-screws a', as shown. Upon the outer end ofthe enlarged portion D2 the cylinder D4 is secured, as shown, with steam-ports b b2 leading from the ends of the cylinder toward the center of the steam-chamber and formed, as shown in Figs. 13 and 2l, radiating from the center.

E is the valve, which is in the form of a cylinder fitting the interior of the portion D2 of the steam-chamber and also fitting steamtight against the side of the cylinder. Vithin the face of the valve two cavities d d2 are formed and separated by division-walls d3 d4, the division-walls exceeding slightly the width of the entrances to the ports b b2, so that as the cylinder is revolved the divisionwalls cut off the steam at two points, as hereinafter shown.

Firmly secured by one end in the valve E is a tube E2, leading out through the interior of the steam-cylinder and securedby its other end in a hollow head F', the latter supported ,by a bracket F2, attached to the frame A and held from turning by wings e/ e2, fitting in ways made for them in the bracket F2, as shown in Figs. 2 and 3.

F3 is a section of tubing secured by one end in the hollow casing F and projecting for a suitable distance into the steam-cham` ber and made steam-tight by a gland F4. The tube F3 thus forms a bridge or conduit to convey the steam from the head F to the steam-chamber.

The tubes E2 and F8 being secured in the head F and the head F being slidable in the bracket F2 and the tube F3 being likewise slidable in the chamber D the valve E is free to be held by the steam-pressure in the steamchamber against its facev upon the cylinder.

There is also a certain degree of back pressure against the head F, which serves to .counteract the pressure upon the valve to an extent sufficient to perfectly balance the valve. This is a very important feature of my invention and insures the easy operation of the valve without allowing any leakage of steam. The steam-inlet port g is formed IOO through the valve into the cavity cl', while the steam-exhaust port g2 is formed to lead from the cavity cl2 into the tube E2, as shown in Fig. 14.

The steam-feed pipe F5 enters the head F' between the adjacent ends of the tubes E2 and F3 and is free to pass thence around the tube to the port g', at the same time exerting its pressure upon the rear of the valve to hold it to its seat, while the steam-exhaust pipe I1" leads from the head F' outside the outer end of the tube F3, as shown.

G' is a rod passing through the outer end of the head F and throughout the length of the tube F3 and seated by its inner end in the center of the valve E, as shown. This rod G has a stud 7L projecting vat right angles therefrom outward through a slot h2 in the center of the valve and is adapted to fit into a slot h3 in a segment h4, the latter fitting into the cavity d', as shown in Fig. 15. The segment 71;1 completely iills the cavity d in cross-section, so that when the rod G is oscillated the segment will be moved nearer to or farther away from the steam-port g', and thereby increase or decrease the area of the cavity d. The cavity d', as will be understood, is the steam-admission chamber, while the cavity cl2 is the steam-exhaust chamber. If, therefore, a governor be so connected to the rod Gr that its action will oseillate the rod to the right or left, according as the speed is increased or decreased, the segment h4 will be correspondingly moved to increase or decrease the steam area and thus regulate the amount of steam admitted at each stroke. In the drawings I have shown such a governor K, connected to the rod G and adapted to be actuated from a counter-shaft K2, which is driven by a belt K3 from the main shaft B', as shown.

Upon the inner end of the main shaft B' is secured the drive-wheel B2, with enlarged hub B2, fitting into the bearing A2, to secure additional support to the wheel, and with the drive-pulley I?, by which the power is to be transmitted, upon the outer end of the shaft, as shown. Attached to the interior of the rim of the wheel B2, at two opposite points, are studs m m2, the studs being spherical in form and adapted to be enclasped by clampplates m2 m4, the clamp-plates having internal cavities corresponding to the spherical studs m' m2, so that when the two halves of the clamps are secured in place they will have free play in all directions upon the studs.

Attached by their ends to the sides of the clamp-plates m2 m4 are two bars L L2, bent, as shown, to cause their centralpoints to come near the rim of the wheel and provided at their central points with two clamp-plates m5 m6, similar to the clamp-plates m2 m4 and having semispherical cavities adapted to lit over the spherical head M on the outer end of the piston-rod M2.

By the manner shown of connecting the yoke-frames L L2 to the cylinder D4 and to the drive-wheel B2 with the ball-and-socket joints any slight irregularity of adjustment or lack of perfect alinement is compensated for and is not transmitted to the other working parts. By this simple arrangement of the cylinder and drive-wheel when steam is admitted to the cylinder its action upon the piston M:s causes the piston-rod M2 to exert a leverage force upon the drive-wheel B2 through the yoke-bars L L2 equal in length to onehalt the stroke of the engine or to the offset of the shaft B.

The gland Fl is formed' with a small stud t', behind which a stop-lever 2, pivoted at t2 upon the end of the collar D3, is adapted to rest after the gland is screwed home to prevent the gland from heilig unscrewed and released by the revolution of the collar D2.

N N2 are the cylinder-cocks, each provided with a depending arm N 3 N4 from their plugs, and N5 is a spring-bolt adapted to be pushed into the paths of the depending arms to cause the cocks to be closed without stopping the engine.

Vhen lirst starting the engine, the cylinder-cocks are opened, and after the engine has run long enough to discharge the accu mulated water of condensation and to be sufficiently heated to prevent further condensation the bolt N5 is pushed inward until the depending arms N3 N4 strike it and the plugs thereby turned and the cocks closed without stopping the engine. By this arrangement also with the governor-valve within the steamvalve thesteam is admitted to the cylinder at full boiler-pressure, which is not the case where the governor-valve is at or near the throttle, as the steam after being checked by the governor-valve loses some of its force before reaching the cylinder.

With my arrangement the steam is under full boiler-pressure when it enters the steamchamber and exerts that pressure upon the valve to keep it upon its seat and enters the cylinder, as before stated, under full boilerpressure, thereby using it to its full capacity and increasing the percentage of economy.

In Figs. 21 and 22 I have shown a slight modification in the construction, consisting in attaching across the piston-rod M2, just beneath the end h a cross-bar M5, and coupling the outer ends of this bar to side rods MGM7, passing down alongside of and adapted to run in contact with the sides of the cylinder and connected at their lower ends by a cross-bar M8. This construction serves to support the piston-rod and renders it possible to employ a lighter piston-rod than when the side bars are not used.

Having thus described my invention, what I claim as new is- 1. In a reciprocating rotary steam-engine, a steam-cylinder attached to and adapted to be revolved with a steam-chamber, and having steam-ports leading from said steamchamber to the interior of the cylinder and with a piston-head and piston-rod connected IOO IIO

to transmit motion to a drum and shaft, a hollow head intowhich the live steam is fed and from which the exhaust-steam leads, a tube connected into said hollow head and litting steam-tight into the rear of said steamchamber, a Valve within said steam-chamber and adapted to alternately admit and exhaust the steam to and from said cylinder, a hollow stem connected into said valve by one end and into said hollow head by the other end,

and means whereby said hollow head is held from turning and left free to move toward and away from said steam-chamber, whereby the steam-pressure is utilized to hold the valve against its seat and also to balance the valve by the back pressure within the hollow head, substantially as and for the purpose set forth.

2. In a reciprocating rotary steam-engine, asteam-cylinder attached to a steam-chamber and revoluble therewith and provided with piston-head and piston-rod, and with steamports opening into said steam-chamber and segmentally arranged with relation to the center of said chamber, a valve fitting said chamber and held from turning therein, and vwith recesses in its face communicating with said ports, with the steam-inlet entering one of said recesses, and the exhaust-port leading from the other of said recesses, said valve being free to move lengthwise of said steamchamber, whereby the steam-pressure is tilized to keep the valve upon its seat, a segmental plate tting into said steam-inlet recess,and a governor connected to oscillate 55 to alternately admit and exhaust the steam to and from said cylinder, a shaft journaled out of line with but parallel to the axial line of said cylinder, and carrying a drum concentric to said shaft, an angular connectingbar connected by its ends to opposite sides of the rim of said drum and at its central point to the free end of said piston-rod, side bars coupled by one end to said piston-rod and to each other at their other ends, and

adapted to run in contact with the sides of said cylinder and assist in supporting it, substantially as hereinbefore set forth.

In testimony whereofl I have hereunto set my hand in the presence of two subscribing witnesses.

FREDERICK W. REEVES. Witnesses:

C. N. WoonwARD, C. F. MILLER. 

